A method for evaluating instantaneous operating efficiency of a vehicle

Abstract

This invention provides a method for evaluating the instantaneous operating efficiency of vehicles, comprising: constructing an ideal catch-up process for each feasible lane based on acquired instantaneous data; calculating the average speed of the vehicle to be evaluated under the ideal catch-up process as the expected achievable average speed of each feasible lane in the current scenario, and calculating the duration of the catch-up process; using the maximum duration among all feasible lanes as a benchmark, unifying the evaluation time domain through a time alignment mechanism, recalculating the average speed of the vehicle to be evaluated in each feasible lane within the aligned time window, and taking the maximum value as the global theoretical reference speed; calculating the currently available acceleration space based on the reference speed and the current speed of the vehicle to be evaluated; calculating the change in the available acceleration space based on multiple consecutive moments, thereby correcting the original available acceleration space to obtain the instantaneous operating efficiency index of the vehicle to be evaluated. This invention possesses the ability to perceive the instantaneous operating efficiency of vehicles under different scenarios.

Description

Technical Field

[0001] This invention belongs to the field of transportation engineering technology, and specifically relates to a method for quantitatively evaluating the instantaneous operating efficiency of vehicles in dynamic traffic scenarios. Background Technology

[0002] In the fields of intelligent transportation, fleet management, and autonomous driving, vehicle operating efficiency is a core indicator for measuring a vehicle's effectiveness in completing a transportation task under specific spatiotemporal conditions. This efficiency typically reflects the vehicle's coordinated utilization of multiple dimensions, including time, energy, road resources, and safety margins, during operation. High operating efficiency means that, while ensuring driving safety and compliance with traffic regulations, a predetermined task can be completed with shorter travel time, lower energy consumption, or less system resource usage.

[0003] Assessing vehicle operating efficiency aims to provide real-time and reliable quantitative data for key applications such as route planning, driving behavior optimization, energy efficiency management, and vehicle performance monitoring. Accurately identifying whether a vehicle is currently operating efficiently not only helps improve the operational economy and safety of individual vehicles but also supports the coordinated scheduling and green, low-carbon operation of large-scale transportation systems. However, current technologies for assessing vehicle operating efficiency have long relied on process-based statistical indicators, typically including travel time, average speed, and travel delay. These indicators require post-trip calculations based on complete travel data, exhibiting significant time lag and failing to reflect the real-time operating status of vehicles in dynamic traffic environments.

[0004] Furthermore, the perception of "efficiency" by both human drivers and intelligent driving systems is essentially continuous and instantaneous. For example, when following another vehicle, a driver will make a real-time judgment based on the speed and distance of the vehicle in front, determining whether they can drive faster. This micro-judgment directly affects their acceleration or deceleration decisions. Therefore, how to construct an instantaneous efficiency metric that combines scene perception capabilities, instantaneous response characteristics, and consistency with process-based efficiency evaluation has become a fundamental problem that urgently needs to be solved in the field of vehicle operation efficiency assessment. To construct a truly effective instantaneous efficiency evaluation index for vehicle operation, the following two basic requirements should be met:

[0005] (1) Possessing the ability to perceive the instantaneous nature of a scene: Existing research attempts to characterize efficiency using single variables such as instantaneous speed, acceleration, or following distance. However, these variables, when the values ​​are the same but the traffic environments are different, cannot characterize different levels of efficiency. For example, at the same instantaneous speed of 30 km / h, a vehicle may be highly efficient in a congested traffic jam, but significantly less efficient on a smooth highway. Existing instantaneous indicators cannot distinguish such differences.

[0006] (2) Ensure consistency between instantaneous and process indicators: The aggregated results of instantaneous efficiency indicators in the time dimension (such as average value) should be highly consistent with the process efficiency indicators (such as travel time and average speed) commonly used in existing efficiency assessment studies, so as to ensure the logical unity of instantaneous and process efficiency evaluation and the effectiveness of instantaneous evaluation. Summary of the Invention

[0007] The present invention aims to at least partially solve one of the technical problems existing in the prior art.

[0008] Therefore, the purpose of this invention is to provide a method for evaluating the instantaneous operating efficiency of a vehicle, which has the ability to perceive the instantaneous nature of different scenarios and can ensure consistency with process indicators, thereby achieving an effective evaluation of the instantaneous efficiency of the vehicle.

[0009] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0010] The first aspect of this invention provides a method for evaluating the instantaneous operating efficiency of a vehicle, comprising:

[0011] Acquire instantaneous data, including the current vehicle status of the vehicle to be evaluated, the current status of the vehicle in front, and the road constraints of the current road segment. The vehicle in front is the closest vehicle to the vehicle to be evaluated in each of the current road segments.

[0012] Based on the instantaneous data, an ideal pursuit process that satisfies uniform acceleration and deceleration dynamics constraints and road constraints is constructed for each feasible lane. The average speed of the vehicle to be evaluated in each feasible lane under the ideal pursuit process is calculated as the expected average speed of each feasible lane in the current scenario. The duration of the ideal pursuit process corresponding to each feasible lane is calculated.

[0013] Based on the expected average speed of each feasible lane and the corresponding duration of the ideal catch-up process, the maximum duration is used as the benchmark to unify the evaluation time domain through a time alignment mechanism. The average speed of the vehicles to be evaluated in each feasible lane within the alignment time window is recalculated, and the maximum value is taken as the global theoretical reference speed.

[0014] Based on the global theoretical reference speed and the current speed of the vehicle to be evaluated, calculate the available acceleration space of the vehicle to be evaluated at the current moment;

[0015] The change is calculated based on the available acceleration space at multiple consecutive moments;

[0016] Based on the available acceleration space and the change in available acceleration space of the vehicle to be evaluated at the current moment, the original available acceleration space is corrected to obtain the instantaneous operating efficiency index of the vehicle to be evaluated.

[0017] In some embodiments, the acquired vehicle state and the preceding vehicle state each include vehicle kinematic information, which includes at least the vehicle's position, speed, acceleration, maximum acceleration, and maximum deceleration; the road constraints include at least lane speed limits, and also traffic signal and sign constraints.

[0018] In some embodiments, the constructed ideal chasing process includes: the vehicle to be evaluated accelerates to catch up with the vehicle in front, the vehicle to be evaluated decelerates to avoid a collision, and the vehicle to be evaluated travels at the same speed as the vehicle in front with the minimum vehicle distance.

[0019] Assume that the surrounding environment of the vehicle being evaluated and the state of the vehicle in front remain unchanged for a period of time in the future.

[0020] In some embodiments, different calculation methods are used to calculate the average speed of the vehicle to be evaluated under the ideal chasing process, depending on the specific circumstances.

[0021] The different scenarios include: scenario (1), the maximum speed of the vehicle being evaluated during the pursuit process does not exceed the road speed limit; scenario (2), the maximum speed of the vehicle being evaluated during the pursuit process exceeds the road speed limit; scenario (3), there are no vehicles or obstacles ahead; scenario (4), there are static obstacles ahead.

[0022] The calculation methods adopted for the above-mentioned situations are as follows: Situation (1): Calculate the average speed of the vehicle to be evaluated in the ideal chasing process according to the ideal chasing process; Situation (2): Add a process of driving at a constant speed at the road speed limit between the acceleration part and the deceleration part of the ideal chasing process, and calculate the average speed of the vehicle to be evaluated in the ideal chasing process after adding the constant speed driving process; Situation (3): Change the chasing process of the vehicle to a uniform acceleration process with the initial speed being the current speed of the vehicle to be evaluated and the final speed being the road speed limit, and calculate the average speed of the vehicle to be evaluated in this process; Situation (4): Treat the static obstacle in front as the vehicle in front with a speed of 0, and the final speed of the chasing process is 0, and calculate the average speed of the vehicle to be evaluated in this process.

[0023] In some embodiments, the step of using the longest duration as a benchmark to unify the evaluation time domain through a time alignment mechanism, and recalculating the average speed of the vehicles to be evaluated in each feasible lane within the alignment time window, includes:

[0024] Keeping the expected average speed in the lane with the longest ideal catch-up process unchanged, a follow-and-chase process at the same speed as the preceding vehicle is added after the ideal catch-up process in other lanes. The duration of this follow-and-chase process is the difference between the longest ideal catch-up process duration and the original ideal catch-up process duration in the lane. Based on the complete driving process after adding the follow-and-chase process, the average speed of the vehicle to be evaluated in the ideal catch-up process after adding the follow-and-chase process is recalculated.

[0025] In some embodiments, the available acceleration space of the vehicle to be evaluated at the current moment is the difference between the global theoretical reference speed and the speed of the vehicle to be evaluated at the current moment.

[0026] In some embodiments, calculating the change of the available acceleration space based on multiple consecutive time points includes:

[0027] Based on the available acceleration space at two consecutive moments, the difference between the available acceleration space at the previous moment and the available acceleration space at the current moment is used to obtain the change in available acceleration space.

[0028] In some embodiments, the instantaneous operating efficiency index of the vehicle to be evaluated is set as follows: The result is obtained by calculation using the following formula:

[0029]

[0030]

[0031] In the formula, The smaller the value, the higher the instantaneous operating efficiency of the vehicle being evaluated; It is an asymmetric piecewise linear efficiency deviation function. for The vehicle's available acceleration space needs to be evaluated at all times. for The amount of change in the vehicle's available acceleration space that needs to be evaluated at all times. , representing the pre-calibration coefficients when the potential for improving operating efficiency is high and low, respectively.

[0032] A second aspect of the present invention provides a vehicle instantaneous operating efficiency evaluation device, comprising:

[0033] The first module is configured to acquire instantaneous data, including the current vehicle status of the vehicle to be evaluated, the current status of the vehicle in front, and the road constraints of the current road segment, wherein the vehicle in front is the closest vehicle to the vehicle to be evaluated in each of the traversable lanes of the current road segment.

[0034] The second module is configured to construct an ideal catch-up process for each feasible lane based on the instantaneous data, satisfying uniform acceleration and deceleration dynamic constraints and road constraints. Based on this, the average speed of the vehicle to be evaluated in each feasible lane under the ideal catch-up process is calculated as the expected average speed of each feasible lane in the current scenario, and the duration of the ideal catch-up process corresponding to each feasible lane is calculated.

[0035] The third module is configured to evaluate the time domain uniformly through a time alignment mechanism based on the expected average speed of each feasible lane and the duration of the corresponding ideal catch-up process, taking the maximum duration as the benchmark, recalculating the average speed of the vehicle to be evaluated in each feasible lane within the alignment time window, and taking the maximum value as the global theoretical reference speed.

[0036] The fourth module is configured to calculate the available acceleration space of the vehicle to be evaluated at the current moment based on the global theoretical reference speed and the current speed of the vehicle to be evaluated.

[0037] The fifth module is configured to calculate the changes in the available acceleration space based on multiple consecutive time points;

[0038] The sixth module is configured to correct the original available acceleration space based on the available acceleration space and the change in available acceleration space of the vehicle to be evaluated at the current moment, so as to obtain the instantaneous operating efficiency index of the vehicle to be evaluated.

[0039] A third aspect of the present invention provides a computer-readable storage medium storing computer instructions for causing the computer to execute the vehicle instantaneous operating efficiency evaluation method according to any embodiment of the first aspect of the present invention.

[0040] The beneficial effects of this invention are as follows:

[0041] (1) By constructing the expected achievable average speed based on the ideal catch-up process, the instantaneous efficiency assessment can dynamically respond to various scenario factors such as the state of the preceding vehicle, the distance between vehicles, and the speed limit, thus solving the problem of misjudgment of the efficiency of the same single instantaneous variable under different traffic environments.

[0042] (2) By introducing acceleration space and using the change in the available acceleration space to correct it, the instantaneous efficiency index can distinguish between different operating states such as "active high-efficiency acceleration" and "passive low-speed cruising", thereby improving the sensitivity and rationality of the evaluation.

[0043] (3) The entire method relies only on conventional vehicle and environmental status data. The calculation process is based on explicit formulas, which is efficient and easy to deploy. It is suitable for various application scenarios such as driving behavior analysis, intelligent driving system evaluation and traffic operation monitoring. Attached Figure Description

[0044] Figure 1 A flowchart illustrating a method for evaluating the instantaneous operating efficiency of a vehicle, provided in an embodiment of the present invention;

[0045] Figure 2 A flowchart illustrating step S2 of the present invention for calculating the expected average speed for each lane;

[0046] Figure 3 This is a flowchart illustrating step S3 of calculating the global theoretical reference velocity, provided in an embodiment of the present invention.

[0047] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of this application clearer, the application will be described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely for explaining this application and are not intended to limit this application.

[0049] Conversely, this application covers any alternatives, modifications, equivalent methods, and schemes made within the spirit and scope of this application as defined by the claims. Furthermore, to provide the public with a better understanding of this application, certain specific details are described in detail below. However, this application can be fully understood by those skilled in the art even without these detailed descriptions.

[0050] See Figure 1 The present invention provides a method for evaluating the instantaneous operating efficiency of a vehicle, comprising the following steps:

[0051] Step S1: Collect instantaneous data

[0052] The current vehicle status of the vehicle to be evaluated, the status of the nearest vehicle in each of the current road segments, and the road constraints of the current road segment are obtained as the basic inputs for subsequent efficiency evaluation.

[0053] Step S2: Calculate the expected average speed for each lane.

[0054] Based on the multi-source scene information (including the state of the preceding vehicle, the state of the own vehicle, and road constraints) obtained in step S1, an ideal chasing process that satisfies uniform acceleration and deceleration dynamic constraints and road constraints is constructed for each feasible lane. The average speed of the vehicle to be evaluated in each feasible lane under the ideal chasing process is calculated accordingly. This average speed is used as the expected average speed of each feasible lane in the current scenario, which is the maximum operating efficiency that can be theoretically achieved. The duration of the ideal chasing process corresponding to each feasible lane is recorded.

[0055] Step S3: Calculate the global theoretical reference velocity

[0056] Based on the expected average speed of each feasible lane and the duration of its corresponding ideal catch-up process in step S2, the longest duration is used as the benchmark. The time domain is uniformly evaluated through a time alignment mechanism (i.e., the longest process time is used as the benchmark, and a uniform speed continuation phase is added to other shorter catch-up processes). The average speed of the vehicles to be evaluated in each feasible lane within the alignment time window is recalculated, and the maximum value is taken as the global theoretical reference speed.

[0057] Step S4: Calculate the available acceleration space

[0058] The difference between the global theoretical reference speed obtained in step S3 and the current speed of the vehicle to be evaluated is used to obtain the available acceleration space at the current moment, which is used to quantify the remaining space for improving operating efficiency.

[0059] Step S5: Calculate the change in acceleration space utilization

[0060] Based on the available acceleration space at multiple consecutive sampling times (from step S4), its change is calculated to reflect the dynamic utilization trend of the vehicle's operational efficiency potential.

[0061] Step S6: Calculate instantaneous operating efficiency index

[0062] By combining the available acceleration space from step S4 with the change from step S5, the original available acceleration space is corrected to obtain the instantaneous operating efficiency index of the vehicle to be evaluated. .

[0063] By performing the above operations, the present invention achieves a quantitative assessment of the instantaneous operating efficiency of vehicles, solves the problem of the lack of scene perception capability in the instantaneous efficiency index in the prior art, and achieves consistency with the process efficiency evaluation.

[0064] In some embodiments, see Figure 1 In step S1, the instantaneous data collected includes the instantaneous state data of the vehicle to be evaluated and the surrounding traffic environment information, which are used to provide basic input data for instantaneous operation efficiency evaluation. Specifically, it is the raw efficiency evaluation data collected from the vehicle-mounted sensors and roadside perception devices. The raw efficiency evaluation data specifically includes the kinematic information of the vehicle to be evaluated at the current moment, the kinematic information of the nearest vehicle in front of the vehicle to be evaluated in each of the current road segments (hereinafter referred to as "the preceding vehicle"), and the road constraints of the current road segment.

[0065] Furthermore, the vehicle's kinematic information includes at least its current position, current speed, current acceleration, maximum acceleration, and maximum deceleration. Road constraints for the current road segment include at least the speed limit, and may also include traffic signal and sign constraints.

[0066] In some embodiments, see Figure 1 and Figure 2 In step S2, the calculation of the expected achievable average speed corresponding to each feasible lane, which represents the average speed of the vehicle to be evaluated in the lane where the vehicle to be evaluated is located during the process of reaching maximum operating efficiency, specifically includes the following steps:

[0067] Step S21: The expected average speed is defined by setting an idealized catch-up process, which consists of three parts: (1) First, the vehicle to be evaluated accelerates to catch up with the vehicle in front; (2) Then, the vehicle to be evaluated decelerates to avoid a collision; (3) Finally, the vehicle to be evaluated travels at the same speed as the vehicle in front with the minimum vehicle distance. This process aims to maximize the vehicle's operating efficiency. In the extreme case where the operating efficiency is the maximum, the minimum vehicle distance when the vehicle to be evaluated travels at the same speed as the vehicle in front is 0. The idealized catch-up process is simplified by assuming that the environment around the vehicle to be evaluated and the state of the vehicle in front remain unchanged for a period of time in the future (the vehicle in front travels at a constant speed and does not change lanes). The average speed of this simplified catch-up process represents the maximum average speed that the vehicle to be evaluated is expected to reach in the future at the current moment, that is, the expected average speed.

[0068] Step S22: Calculate the expected average speed for each driveway. Specifically, different calculation methods are used depending on the situation, and finally the expected average speed for each driveway is obtained.

[0069] The different situations specifically include the following four situations: Situation (1): The maximum speed of the vehicle being evaluated during the pursuit process does not exceed the road speed limit; Situation (2): The maximum speed of the vehicle being evaluated during the pursuit process exceeds the road speed limit; Situation (3): There are no vehicles or obstacles ahead; Situation (4): There are static obstacles ahead;

[0070] The different calculation methods are as follows: Case (1): Calculate the average speed of the vehicle to be evaluated in the idealized chasing process; Case (2): Add a process of driving at a constant speed at the road speed limit between the acceleration and deceleration parts of the idealized chasing process, and calculate the average speed of the vehicle to be evaluated in the idealized chasing process after adding this constant speed driving process; Case (3): Change the chasing process of the vehicle to a uniform acceleration process with the initial speed being the current instantaneous speed of the vehicle to be evaluated and the final speed being the road speed limit, and calculate the average speed of the vehicle to be evaluated in this process; Case (4): Treat the static obstacle in front as the vehicle in front with a speed of 0, and the final speed of the chasing process is 0, and calculate the average speed of the vehicle to be evaluated in this process.

[0071] Step S23: Calculate the duration of the ideal overtaking process for each possible lane. , This is the number of a specific lane that is permitted to travel. , The number of available lanes is calculated based on the four different scenarios mentioned above, with the total time for each process determined separately.

[0072] In some embodiments, see Figure 1 and Figure 3 In step S3, the determined global theoretical reference speed is used to comprehensively consider the average speed at which the vehicle to be evaluated reaches its theoretical maximum efficiency under multi-lane selection, specifically including the following steps:

[0073] Step S31: Determine the maximum duration of the ideal overtaking process across all possible lanes. Specifically, this involves selecting the maximum value among the ideal pursuit process durations calculated based on step S23 for each feasible lane, i.e. .

[0074] Step S32: As a benchmark, time-aligned calculations are performed on the projected average speeds of each feasible lane. Specifically, the projected average speed on the feasible lane with the longest ideal catch-up process remains constant, while a process of following and slowing down at the same speed as the vehicle in front is added after the ideal catch-up process in other feasible lanes. Specifically, for each feasible lane... The duration of the relaxation process The maximum duration of the ideal catch-up process The ideal chase duration with the available lane The difference, i.e. After the vehicle completes its original pursuit trajectory, the remaining time will be used to assess its performance. The vehicle continues at a constant speed at the end of the chase (i.e., maintaining the same speed as the vehicle in front); based on the extended complete driving process described above (including the chase phase and possible constant speed continuation phase), the average speed of the ideal chase process after adding the following and easing-off process is recalculated (i.e., the drivable lane is recalculated). During the maximum duration (average speed within) as a driving lane The new projected average speed .

[0075] Step S33: Determine the global theoretical reference velocity, specifically by taking the maximum value among all the expected reachable average velocities after time alignment calculations, and determining it as the global theoretical reference velocity. .

[0076] In some embodiments, see Figure 1 In step S4, the calculation can utilize the acceleration space to characterize the potential for improving the operating efficiency of the vehicle to be evaluated at the current moment, specifically by calculating the global theoretical reference speed. The difference between the current speed of the vehicle being evaluated and the current speed of the vehicle being evaluated.

[0077] In some embodiments, see Figure 1 In step S5, the calculation of acceleration space utilization is used to capture the dynamic trend of the operating efficiency of the vehicle to be evaluated, specifically by obtaining the available acceleration space at the previous sampling time. This is compared with the available acceleration space at the current sampling time. By subtracting, we obtain the change in the available acceleration space. .

[0078] In some embodiments, see Figure 1 In step S6, the calculation of the instantaneous operating efficiency index, used to output a numerical operating efficiency measure, specifically involves correcting the original available acceleration space based on the value of the change in acceleration space utilization, and outputting a numerical instantaneous operating efficiency index. This indicator not only reflects the current operating efficiency level of the vehicle being evaluated, but also distinguishes between "efficient active acceleration" and "inefficient passive slow driving," which is significantly better than existing static instantaneous indicators.

[0079] Optionally, the formula for calculating the numerical instantaneous efficiency index in this embodiment is as follows:

[0080]

[0081]

[0082] In the formula, A numerical instantaneous efficiency indicator. The smaller the value, the higher the instantaneous operating efficiency of the vehicle being evaluated; This is an asymmetric piecewise linear efficiency deviation function, whose physical meaning is: when the utilization of acceleration space by the vehicle under evaluation changes, efficiency corrections are applied with different weights based on the size of the available acceleration space (the potential for improving operating efficiency). for The vehicle's available acceleration space needs to be evaluated at all times. for The vehicle's acceleration space utilization changes need to be constantly evaluated. These represent pre-calibration coefficients indicating high and low potential for improving operational efficiency, respectively. These coefficients can be based on real vehicle or simulation data and fitted using regression analysis or expert scoring methods to determine the optimal performance. Values ​​that are strongly negatively correlated with "efficient driving behavior".

[0083] Validation of the embodiments of the present invention:

[0084] To demonstrate the effectiveness of the method of this invention, experiments were conducted on a driving simulation platform for validity verification. A total of 412 valid data points were obtained through the driving simulation experiment. By accumulating and averaging the instantaneous efficiency indicators over a period of time, the overall efficiency evaluation index for the entire experimental journey can be obtained. The overall efficiency evaluation index for each experimental vehicle was calculated, and each experimental vehicle was ranked according to the evaluation results. The vehicles were then ranked again using the traditional process efficiency evaluation index: journey time. The coefficients of determination for these two rankings were calculated. It was found that in the data of 10 test scenario events, 8 events... ,lowest Experimental results demonstrate that the instantaneous efficiency evaluation model proposed in this invention is theoretically sound and can effectively support the efficiency optimization and human-machine collaborative design of autonomous driving algorithms.

[0085] Table 1 Test Scenarios and Corresponding Scenario

[0086] Scene Number Scene Description 1 The car in front had an accident; change lanes to the left to rejoin the convoy. 0.978 2 Enter the highway service area and change lanes to the right to join the convoy. 0.958 3 After exiting the highway service area, turn left and join the convoy. 0.945 4 After exiting the highway service area, turn left and join the convoy. 0.907 5 Enter the highway service area and change lanes to the right to join the convoy. 0.936 6 After exiting the highway service area, turn left and join the convoy. 0.779 7 After the accident in front, change lanes to the right to join the convoy. 0.910 8 The car in front had an accident; change lanes to the left to rejoin the convoy. 0.959 9 Enter the highway service area and change lanes to the right to join the convoy. 0.954 10 After exiting the highway service area, turn left and join the convoy. 0.804

[0087] A second aspect of the present invention provides a vehicle instantaneous operating efficiency evaluation device, comprising:

[0088] The first module is configured to acquire instantaneous data, including the current vehicle status of the vehicle to be evaluated, the current status of the vehicle in front, and the road constraints of the current road segment, wherein the vehicle in front is the closest vehicle to the vehicle to be evaluated in each of the traversable lanes of the current road segment.

[0089] The second module is configured to construct an ideal catch-up process for each feasible lane based on the instantaneous data, satisfying uniform acceleration and deceleration dynamic constraints and road constraints. Based on this, the average speed of the vehicle to be evaluated in each feasible lane under the ideal catch-up process is calculated as the expected average speed of each feasible lane in the current scenario, and the duration of the ideal catch-up process corresponding to each feasible lane is calculated.

[0090] The third module is configured to evaluate the time domain uniformly through a time alignment mechanism based on the expected average speed of each feasible lane and the duration of the corresponding ideal catch-up process, taking the maximum duration as the benchmark, recalculating the average speed of the vehicle to be evaluated in each feasible lane within the alignment time window, and taking the maximum value as the global theoretical reference speed.

[0091] The fourth module is configured to calculate the available acceleration space of the vehicle to be evaluated at the current moment based on the global theoretical reference speed and the current speed of the vehicle to be evaluated.

[0092] The fifth module is configured to calculate the changes in the available acceleration space based on multiple consecutive time points;

[0093] The sixth module is configured to correct the original available acceleration space based on the available acceleration space and the change in available acceleration space of the vehicle to be evaluated at the current moment, so as to obtain the instantaneous operating efficiency index of the vehicle to be evaluated.

[0094] It should be noted that the foregoing explanation of the embodiment of the vehicle instantaneous operating efficiency evaluation method also applies to the vehicle instantaneous operating efficiency evaluation device of this embodiment, and will not be repeated here.

[0095] To implement the above embodiments, this invention also proposes a computer-readable storage medium storing a computer program that is executed by a processor to perform the vehicle instantaneous operating efficiency evaluation method of the above embodiments.

[0096] The following is for reference. Figure 4 The diagram illustrates a structural schematic of an electronic device suitable for implementing embodiments of the present invention. It should be noted that the electronic device in the embodiments of the present invention may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), and in-vehicle terminals (e.g., in-vehicle navigation terminals), as well as fixed terminals such as digital TVs, desktop computers, and servers. Figure 4 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of the present invention.

[0097] like Figure 4As shown, the electronic device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 101, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 102 or a program loaded from a storage device 108 into a random access memory (RAM) 103. The RAM 103 also stores various programs and data required for the operation of the electronic device. The processing unit 101, ROM 102, and RAM 103 are interconnected via a bus 104. An input / output (I / O) interface 105 is also connected to the bus 104.

[0098] Typically, the following devices can be connected to I / O interface 105: input devices 106 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, etc.; output devices 107 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 108 including, for example, magnetic tapes, hard disks, etc.; and communication devices 109. Communication device 109 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 4 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have alternatively.

[0099] In particular, according to embodiments of this disclosure, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, this embodiment includes a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such an embodiment, the computer program can be downloaded and installed from a network via communication device 109, or installed from storage device 108, or installed from ROM 102. When the computer program is executed by processing device 101, it performs the functions defined above in the methods of embodiments of this disclosure.

[0100] It should be noted that the computer-readable medium described above in this invention can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this disclosure, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this disclosure, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (radio frequency), etc., or any suitable combination thereof.

[0101] The aforementioned computer-readable medium may be included in the aforementioned electronic device; or it may exist independently and not assembled into the electronic device.

[0102] The aforementioned computer-readable medium carries one or more programs, which, when executed by the electronic device, cause the electronic device to perform the aforementioned method for evaluating the instantaneous operating efficiency of a vehicle.

[0103] Computer program code for performing the operations of this disclosure can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and Python, as well as conventional procedural programming languages ​​such as the "C-" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0104] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0105] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0106] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the function involved, as will be understood by those skilled in the art to which embodiments of this application pertain.

[0107] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0108] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0109] Those skilled in the art will understand that implementing all or part of the steps of the methods in the above embodiments can be accomplished by instructing related hardware through a program. The developed program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0110] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0111] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for evaluating the instantaneous operating efficiency of a vehicle, characterized in that, include: Acquire instantaneous data, including the current vehicle status of the vehicle to be evaluated, the current status of the vehicle in front, and the road constraints of the current road segment. The vehicle in front is the closest vehicle to the vehicle to be evaluated in each of the current road segments. Based on the instantaneous data, an ideal pursuit process that satisfies uniform acceleration and deceleration dynamics constraints and road constraints is constructed for each feasible lane. The average speed of the vehicle to be evaluated in each feasible lane under the ideal pursuit process is calculated as the expected average speed of each feasible lane in the current scenario. The duration of the ideal pursuit process corresponding to each feasible lane is calculated. Based on the expected average speed of each feasible lane and the corresponding duration of the ideal catch-up process, the maximum duration is used as the benchmark to unify the evaluation time domain through a time alignment mechanism. The average speed of the vehicles to be evaluated in each feasible lane within the alignment time window is recalculated, and the maximum value is taken as the global theoretical reference speed. Based on the global theoretical reference speed and the current speed of the vehicle to be evaluated, calculate the available acceleration space of the vehicle to be evaluated at the current moment; The change is calculated based on the available acceleration space at multiple consecutive moments; Based on the available acceleration space and the change in available acceleration space of the vehicle to be evaluated at the current moment, the original available acceleration space is corrected to obtain the instantaneous operating efficiency index of the vehicle to be evaluated.

2. The evaluation method according to claim 1, characterized in that, The acquired vehicle status and the preceding vehicle status each include the vehicle's kinematic information, which includes at least the vehicle's position, speed, acceleration, maximum acceleration, and maximum deceleration; the road constraints include at least lane speed limits, as well as traffic signal and sign constraints.

3. The evaluation method according to claim 1, characterized in that, The ideal chasing process described includes: the vehicle to be evaluated accelerates to catch up with the vehicle in front, the vehicle to be evaluated decelerates to avoid a collision, and the vehicle to be evaluated travels at the same speed as the vehicle in front with the minimum vehicle distance. Assume that the surrounding environment of the vehicle being evaluated and the state of the vehicle in front remain unchanged for a period of time in the future.

4. The evaluation method according to claim 3, characterized in that, When calculating the average speed of the vehicle to be evaluated under the ideal chasing process, different calculation methods are used depending on the different situations. The different scenarios include: scenario (1), the maximum speed of the vehicle being evaluated during the pursuit process does not exceed the road speed limit; scenario (2), the maximum speed of the vehicle being evaluated during the pursuit process exceeds the road speed limit; scenario (3), there are no vehicles or obstacles ahead; scenario (4), there are static obstacles ahead. The calculation methods adopted for the above-mentioned situations are as follows: Situation (1): Calculate the average speed of the vehicle to be evaluated in the ideal chasing process according to the ideal chasing process; Situation (2): Add a process of driving at a constant speed at the road speed limit between the acceleration part and the deceleration part of the ideal chasing process, and calculate the average speed of the vehicle to be evaluated in the ideal chasing process after adding the constant speed driving process; Situation (3): Change the chasing process of the vehicle to a uniform acceleration process with the initial speed being the current speed of the vehicle to be evaluated and the final speed being the road speed limit, and calculate the average speed of the vehicle to be evaluated in this process; Situation (4): Treat the static obstacle in front as the vehicle in front with a speed of 0, and the final speed of the chasing process is 0, and calculate the average speed of the vehicle to be evaluated in this process.

5. The evaluation method according to claim 3, characterized in that, The process of using the longest duration as a benchmark and unifying the time domain through a time alignment mechanism to recalculate the average speed of the vehicles to be evaluated in each feasible lane within the alignment time window includes: Keeping the expected average speed in the lane with the longest ideal catch-up process unchanged, a follow-and-chase process at the same speed as the preceding vehicle is added after the ideal catch-up process in other lanes. The duration of this follow-and-chase process is the difference between the longest ideal catch-up process duration and the original ideal catch-up process duration in the lane. Based on the complete driving process after adding the follow-and-chase process, the average speed of the vehicle to be evaluated in the ideal catch-up process after adding the follow-and-chase process is recalculated.

6. The evaluation method according to claim 1, characterized in that, The available acceleration space of the vehicle to be evaluated at the current moment is the difference between the global theoretical reference speed and the speed of the vehicle to be evaluated at the current moment.

7. The evaluation method according to claim 1, characterized in that, The calculation of the change in the available acceleration space based on multiple consecutive time points includes: Based on the available acceleration space at two consecutive moments, the difference between the available acceleration space at the previous moment and the available acceleration space at the current moment is used to obtain the change in available acceleration space.

8. The evaluation method according to claim 1, characterized in that, Let the instantaneous operating efficiency index of the vehicle to be evaluated be... The result is obtained by calculation using the following formula: In the formula, The smaller the value, the higher the instantaneous operating efficiency of the vehicle being evaluated; It is an asymmetric piecewise linear efficiency deviation function. for The vehicle's available acceleration space needs to be evaluated at all times. for The amount of change in the vehicle's available acceleration space that needs to be evaluated at all times. , representing the pre-calibration coefficients when the potential for improving operating efficiency is high and low, respectively.

9. A device for evaluating the instantaneous operating efficiency of a vehicle, characterized in that, include: The first module is configured to acquire instantaneous data, including the current vehicle status of the vehicle to be evaluated, the current status of the vehicle in front, and the road constraints of the current road segment, wherein the vehicle in front is the closest vehicle to the vehicle to be evaluated in each of the traversable lanes of the current road segment. The second module is configured to construct an ideal catch-up process for each feasible lane based on the instantaneous data, satisfying uniform acceleration and deceleration dynamic constraints and road constraints. Based on this, the average speed of the vehicle to be evaluated in each feasible lane under the ideal catch-up process is calculated as the expected average speed of each feasible lane in the current scenario, and the duration of the ideal catch-up process corresponding to each feasible lane is calculated. The third module is configured to evaluate the time domain uniformly through a time alignment mechanism based on the expected average speed of each feasible lane and the duration of the corresponding ideal catch-up process, taking the maximum duration as the benchmark, recalculating the average speed of the vehicle to be evaluated in each feasible lane within the alignment time window, and taking the maximum value as the global theoretical reference speed. The fourth module is configured to calculate the available acceleration space of the vehicle to be evaluated at the current moment based on the global theoretical reference speed and the current speed of the vehicle to be evaluated. The fifth module is configured to calculate the changes in the available acceleration space based on multiple consecutive time points; The sixth module is configured to correct the original available acceleration space based on the available acceleration space and the change in available acceleration space of the vehicle to be evaluated at the current moment, so as to obtain the instantaneous operating efficiency index of the vehicle to be evaluated.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to execute the vehicle instantaneous operating efficiency evaluation method according to any one of claims 1 to 8.

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